3. OFF THE STRAIGHT AND NARROW
  4. OFF THE STRAIGHT AND NARROW

OFF THE STRAIGHT AND NARROW

This gallery is a sort of compendium of all the bent and the broken, the crashed and the bashed, both steam age and modern, loco and stock, both British and foreign. Most are duplicates of pictures to be found in other galleries, some taken by me and some very obviously not. These pictures are displayed for recreational/information/research purposes only and are not for sale under any circumstances. Every effort has been made to verify the information in the captions but its accuracy cannot be guaranteed.
PLEASE NOTE : IMPORTANT MESSAGE : Please be aware that I do not sell copies of ANY of my pictures, DO NOT email copies to viewers or allow re-posting on other sites. Neither do I wish to enter into correspondence with any individual or group regarding my pictures or their captions. All comments reflect my personal opinions and I am not prepared to discuss these with anyone. I apologise for this disclaimer but I'm afraid it has been forced upon me. I have no wish to upset anyone and please continue to enjoy my pictures at your leisure.
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HIGHBRIDGE - On June 20th, 1909, single line working was in operation over the down line between Bridgwater and Highbridge, in consequence of the occupation of the up line by the engineering department for repairs, and as the 7.25 am up passenger train from Plymouth was passing from the down (or temporary single) line to the up line at Highbridge Station, the whole train, with the exception of eight wheels, became derailed at the cross-over road, and after striking some cattle trucks, which were in the siding adjacent to the up line, travelled along the ballast for a distance of 194 yards before coming to rest. There were about 40 passengers in the train, of whom two complained of shock. No one else was hurt. The card was posted on June 24th from Highbridge to Dorchester and the message reads 'You will see we had a shock on Sunday. But most miraculously no one hurt, I heard the crash when indoors. Mrs. Ingram was down in the office and narrowly escaped.'
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HIGHBRIDGE - On June 20th, 1909, single line working was in operation over the down line between Bridgwater and Highbridge, in consequence of the occupation of the up line by the engineering department for repairs, and as the 7.25 am up passenger train from Plymouth was passing from the down (or temporary single) line to the up line at Highbridge Station, the whole train, with the exception of eight wheels, became derailed at the cross-over road, and after striking some cattle trucks, which were in the siding adjacent to the up line, travelled along the ballast for a distance of 194 yards before coming to rest. There were about 40 passengers in the train, of whom two complained of shock. No one else was hurt. The card was posted on June 24th from Highbridge to Dorchester and the message reads 'You will see we had a shock on Sunday. But most miraculously no one hurt, I heard the crash when indoors. Mrs. Ingram was down in the office and narrowly escaped.'

  • HALESOWEN JUNCTION (2) - 2015 - Deeley MR Class 2000 3P 0-6-4T - built 04/07 by Derby Works - withdrawn 03/36 from 21A Saltley - 2015 is lifted back onto the track by a crane at each end, 02/22.
  • HALESOWEN JUNCTION (3) - 2015 - Deeley MR Class 2000 3P 0-6-4T - built 04/07 by Derby Works - withdrawn 03/36 from 21A Saltley - 2015 is lifted from the front whilst being held steady at the back, 02/22.
  • HALESOWEN JUNCTION (4) - 2015 - Deeley MR Class 2000 3P 0-6-4T - built 04/07 by Derby Works - withdrawn 03/36 from 21A Saltley - 2015 is rerailed, showing little evidence of any damage, 02/22.
  • HEATHFIELD - 297 BONCHURCH - Stroudley Class D1 0-4-2T - built 12/77 by Brighton Works - 1923 to SR No.B297, 1931 to B2297 - withdrawn 09/37 from Bognor MPD - seen here derailed between Heathfield and Mayfield, 01/09/1897.
  • HEATON TRACTION MAINTENANCE DEPOT, Newcastle - At around 0630 on March 22nd, 2022, TPE Class 802 207 was being moved on depot when the driver may have passed at signal at danger and rear car of the unit was derailed. It was a slow speed derailment, perhaps caused by the points moving under the vehicles as it passed over them, and no one was injured but major disruption was caused to services of a number of train companies.
  • HEATON TRACTION MAINTENANCE DEPOT, Newcastle - At around 0630 on March 22nd, 2022, TPE Class 802 207 was being moved on depot when the driver may have passed at signal at danger and rear car of the unit was derailed. It was a slow speed derailment, perhaps caused by the points moving under the vehicles as it passed over them, and no one was injured but major disruption was caused to services of a number of train companies.
  • HEATON TRACTION MAINTENANCE DEPOT, Newcastle - At around 0630 on March 22nd, 2022, TPE Class 802 207 was being moved on depot when the driver may have passed at signal at danger and rear car of the unit was derailed. It was a slow speed derailment, perhaps caused by the points moving under the vehicles as it passed over them, and no one was injured but major disruption was caused to services of a number of train companies.
  • HEATON TRACTION MAINTENANCE DEPOT, Newcastle - At around 0630 on March 22nd, 2022, TPE Class 802 207 was being moved on depot when the driver may have passed at signal at danger and rear car of the unit was derailed. It was a slow speed derailment, perhaps caused by the points moving under the vehicles as it passed over them, and no one was injured but major disruption was caused to services of a number of train companies.
  • HECK 1921 - from the back of the picture - 'ECS shunting from Down Main to Sidings, Points in Yard left laid on to Depot, hence picture'.
  • HIGHBRIDGE - On June 20th, 1909, single line working was in operation over the down line between Bridgwater and Highbridge, in consequence of the occupation of the up line by the engineering department for repairs, and as the 7.25 am up passenger train from Plymouth was passing from the down (or temporary single) line to the up line at Highbridge Station, the whole train, with the exception of eight wheels, became derailed at the cross-over road, and after striking some cattle trucks, which were in the siding adjacent to the up line, travelled along the ballast for a distance of 194 yards before coming to rest. There were about 40 passengers in the train, of whom two complained of shock. No one else was hurt. The card was posted on June 24th from Highbridge to Dorchester and the message reads 'You will see we had a shock on Sunday. But most miraculously no one hurt, I heard the crash when indoors. Mrs. Ingram was down in the office and narrowly escaped.'
  • HILGAY FEN - On June 1st, 1949, a Kings Lynn - London train hauld by Class D16 4-4-0 8783, one of the two engines maintained at Kings Lynn for Royal Train services, collided with a lorry on the Cross Drove level crossing just north of the station at Hilgay. The derailed engine careered into some freight wagons in an adjacent siding before coming to rest just short of the station platform. There were four fatalities. No.8783 was repaired and was withdrawn in August 1964 from Kings Lynn MPD as No.62614.
  • HILGAY FEN - On June 1st, 1949, a Kings Lynn - London train hauld by Class D16 4-4-0 8783, one of the two engines maintained at Kings Lynn for Royal Train services, collided with a lorry on the Cross Drove level crossing just north of the station at Hilgay. The derailed engine careered into some freight wagons in an adjacent siding before coming to rest just short of the station platform. There were four fatalities. No.8783 was repaired and was withdrawn in August 1964 from Kings Lynn MPD as No.62614.
  • HIXON - On January 6th, 1968, at approximately 12.26 p.m., in clear visibility, the 11.30 a.m. Manchester to Euston express, a 12-coach train hauled by Class 81 No.E3009 carrying some 300 passengers and weighing (with its locomotive) 491 tons, running at about 75 miles per hour collided with a heavy road transporter carrying a 120-ton transformer over the automatic crossing. As a result of that collision the train driver, the second man, and a spare driver in the locomotive were killed, and so also were eight passengers in the train. Forty-four passengers and a restaurant car attendant were injured, six of them seriously. The immediate cause of the accident is plain. The level crossing was thirty feet long from the nearest half-barrier to the furthest rail and no vehicle of the length of the transporter could traverse it within the 24 seconds' warning period before the arrival of an express train unless it moved at more than six miles per hour: but this transporter was going at only two miles per hour. Neither the crew of the transporter nor the police escort knew the time sequence of operation of automatic crossings, and so did not realise that they would have such short warning of the onset of a train. Consequently, no one paused to consider whether a train might be imminent. Nor had any of them observed the Emergency Notice, or become aware of the provision of a telephone in the half-barrier apparatus, so no one telephoned the signalman to enquire whether it was safe to cross. Not surprisingly, E3009 was withdrawn and scrapped.
  • HIXON - On January 6th, 1968, at approximately 12.26 p.m., in clear visibility, the 11.30 a.m. Manchester to Euston express, a 12-coach train hauled by Class 81 No.E3009 carrying some 300 passengers and weighing (with its locomotive) 491 tons, running at about 75 miles per hour collided with a heavy road transporter carrying a 120-ton transformer over the automatic crossing. As a result of that collision the train driver, the second man, and a spare driver in the locomotive were killed, and so also were eight passengers in the train. Forty-four passengers and a restaurant car attendant were injured, six of them seriously. The immediate cause of the accident is plain. The level crossing was thirty feet long from the nearest half-barrier to the furthest rail and no vehicle of the length of the transporter could traverse it within the 24 seconds' warning period before the arrival of an express train unless it moved at more than six miles per hour: but this transporter was going at only two miles per hour. Neither the crew of the transporter nor the police escort knew the time sequence of operation of automatic crossings, and so did not realise that they would have such short warning of the onset of a train. Consequently, no one paused to consider whether a train might be imminent. Nor had any of them observed the Emergency Notice, or become aware of the provision of a telephone in the half-barrier apparatus, so no one telephoned the signalman to enquire whether it was safe to cross. The lights and warning signs can be clearly seen in this picture.
  • HUDDERSFIELD - On April 21st, 1905, as the Lancashire and Yorkshire 2.20 p.m. train from Mirfield was arriving at Huddersfield Station on the up south line, it was run into by a London and North Western engine with two empty coaches and a van, which had started in error from the up main line in the station. Two passengers of the Lancashire and Yorkshire train were killed and nine injured, and the driver and fireman of the Lancashire and Yorkshire engine and the London and North Western fireman and the shunter were also injured.
  • HUDDERSFIELD - On April 21st, 1905, as the Lancashire and Yorkshire 2.20 p.m. train from Mirfield was arriving at Huddersfield Station on the up south line, it was run into by a London and North Western engine with two empty coaches and a van, which had started in error from the up main line in the station. Two passengers of the Lancashire and Yorkshire train were killed and nine injured, and the driver and fireman of the Lancashire and Yorkshire engine and the London and North Western fireman and the shunter were also injured.
  • HUNSTANTON - On November 13th, 1912, as the 1222 p.m. passenger train from King's Lynn, consisting of an engine and eight vehicles, was entering the terminal station at Hunstanton, the driver was unable to bring it to a stand at the platform, and it came into collision with the buffer stops at an estimated speed of about 10 miles an hour. The buffer stops were demolished, and the engine mounted the platform, forced its way through a small station building, and ran on for about 5 yards through some soft gravel, coming to rest with its buffers bearing against the wall of the Sandringham Hotel. The leading vehicle of the train, a box-truck, was completely destroyed, being crushed by the nest vehicle, a bogie brake third class carriage, which mounted on top of the truck and came to rest with its leading end in the cab of the engine. The driver and fireman of the train were both seriously injured, and four passengers received slight personal injuries. The locomotive was GER Class M5 2-4-2T No.101, which was barely 7 tears old, and was repaired and returned to service to be withdrawn in November 1929.
  • ILFORD - On 16 January 1944, in darkness, dense fog and wartime conditions, the 2:38pm express train from Yarmouth stopped at Ilford. Due to bad visibility the driver had not seen several caution signals and had subsequently managed to stop 110 yards past the danger signal. The driver walked to the signalbox and after a short wait was given a "line clear" by the signalman. As the driver returned to his train the signalman had a telephone call from the signalman in the adjacent box reporting that the following train from Norwich had passed all his signals at danger. The Ilford Station Inspector, who had arrived at the signalbox to find out why the express had stopped, was sent to place detonators at the rear of the Yarmouth train. However he was unable to reach the rear of the train before, at about 6:20pm and travelling at about 20–25 mph, the Norwich train collided with the Yarmouth train. The Yarmouth train comprised a 4-6-0 steam locomotive hauling nine coaches and a two coach articulated set and the Norwich train was made up of a 4-6-0 locomotive hauling ten coaches and a two coach articulated set; both trains were crowded. There were 9 fatalities, 28 people were detained in hospital and 10 people suffered shock or minor injury. One of those killed was Frank Heilgers, the Member of Parliament for Bury St Edmunds.
  • ILKESTON - On the late afternoon of July 8th, 1977, the 1150 Glasgow to Nottingham express was on the last stages of its journey when the train ran into some fully laden derailed coal hoppers at Newton’s Lane. The Peak class diesel locomotive, 45067, bore the brunt of the impact, which left the entire express train derailed. Fortunately, there were no serious injuries and, considering the point of impact on the loco, it was a miracle the driver was unscathed, although a little shaken up. 45067 was removed to Derby and withdrawn from service.
  • INVERGOWRIE - At approximately 1056 on Monday, 22nd October, 1979, the 0844 Glasgow to Dundee passenger train passed Longforgan Signal Box, about 6 miles west of Dundee, and was correctly signalled into the section leading to the next signal box ahead, Buckingham Junction. It was running some 25 minutes late, having lost time on the journey from Glasgow due to mechanical difficulties with its diesel locomotive. After making its booked stop at Invergowrie Station, the locomotive was unable to develop adequate power and, after travelling slowly some 540 yards beyond the station, the train came to a stand. The driver applied the train brake and sent his assistant back to inform the guard that the locomotive was a failure. Meanwhile the following train, the 0935 Glasgow to Aberdeen express, had arrived at Longforgan at 1109. It was brought nearly to a stand at the Down Home signal in accordance with the rules and the signalman then cleared this signal with the intention of allowing the train forward towards the Down Section signal to await clearance of the section by the train ahead. The Section signal had been replaced to Danger by the signalman after the passage of the 0844 train and the interlocking was such that it could not he cleared again until the next train had been accepted by Buckingham Junction. The signal was visible from Longforgan Signal Box and appeared to the signalman to be correctly at Danger. The 0935 train, however, did not stop at the Section signal but continued forward into the occupied section. The Longforgan signalman immediately telephoned to Buckingham Junction and sent the emergency bell signals but there was nothing that either signalman could do to prevent a collision. The 0935 train passed through Invergowrie Station at about 70 mph, at which point the 0844 train would have come into the driver's view, only a few hundred yards ahead. A last-second brake application reduced the train's speed to around 60 mph before it struck the train ahead. The force of the collision threw the two rearmost coaches of the 0844 train across the sea wall and onto the muddy foreshore of the Tay estuary. Of the other three coaches in this train, the first was derailed and drawn towards the river and the second and third were projected onto the sea wall but remained coupled to the first coach. The locomotive was not derailed. The locomotive of the 09.35 train was very severely damaged and derailed all wheels. Its leading cab was totally crushed. The first coach was impacted into the rear of the locomotive and derailed all wheels, and the leading bogie of the second coach was also derailed. The remaining five coaches were not derailed and the complete train remained coupled together. The driver and driver's assistant of the 0935 train together with two passengers travelling in the rearmost coach of the 0844 train were killed, and an elderly lady received injuries from which she subsequently died.
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